Automotive

4 Practical Car Modifications That Benefit Every Driver

4 Practical Car Modifications That Benefit Every Driver The possibilities are endless (and even expensive) when it comes to different car modifications.
While some mods are more fancy than others, not every addition to your vehicle needs to be.
Some upgrades to your vehicle will actually increase performance, fuel mileage, and safety.
Here is a look at four car modifications that run the gamut from cost-effective to creative.
The temptation to modify your ride can be irresistible. You see souped-up vehicles everywhere; on TV, on the highway, and in your friends’ driveways. However, not everyone has an infinite budget, and you may harbor a concern that any “mods” might be detrimental to your car’s efficiency. But fear not! There are several practical, cost-effective ways to modify your vehicle to improve your driving experience without turning your ride into the Batmobile. Here are four practical car modifications that benefit every driver.
#1: Better Tune-Up Parts = Better Engine Performance
While the traditional engine tune-up is a thing of the past thanks to modern technology, you still need to replace certain wear-and-tear items like spark plugs and air filters. Many people opt for the least-expensive replacements. If you’re looking to elevate your car’s performance, consider upgrading these parts, neither of which will break the bank.
Spark plugs with platinum or iridium tips will last longer, be less likely to fail, and may improve both gas mileage and power. Cheap paper air filters, which you can buy in any big-box store, aren’t necessarily the pinnacle of efficiency either. Consider an upgrade to a cotton-based, washable, reusable air filter to improve air flow to the engine. Filters like these can last anywhere from 50,000 to 100,000 miles.
When it comes to getting the job done, anyone can replace an air filter in about five minutes. However, spark plugs are not as easy for the casual DIYer. It is best to have a professional with the proper tools do the job to avoid complications.
Spark plugs with platinum or iridium tips may improve both gas mileage and power.
#2: Seat Covers Add Comfort & Style To Your Interior
You see them every day so you may not notice, but if your car is a few years old, the upholstery on your seats might be a little worse for wear; with seams coming apart and, most likely, a few stains. If you presume that seat covers are too expensive, too ill-fitting, or too difficult to install, you’d be wrong on all counts. You can find high-quality seat covers for as low as $100 per row that can be installed in under an hour. There are dozens of custom options from choice of fabric (cotton, nylon, neoprene, vinyl) and color (solid and multi).
Best of all, modern manufacturing methods guarantee a perfect fit, no matter what make or model you’re driving around!
Related: Three ways to indulge your classic car hobby on a budget.
#3: When It Comes To Tires: Performance Categories Matter
Most people shop for tires by brand, price or recommendation. Few drivers realize that within most brands, and at most price points, you can select your tires based on performance type as well. That means choosing among summer, winter, all-season, all-terrain, and other categories of tires.
The decision for which class of performance tires is right for you depends on a number of factors, including vehicle characteristics, geographic area, and what conditions you’ll likely encounter on the road. Putting it simply: summer tires are best if you live where it never snows while all-season tires are the best compromise for all driving conditions. Performance tires maximize grip without sacrificing comfort. All-terrain tires allow both off-roading and paved road driving.
Before you purchase your next set of tires, research the choices. Most importantly, consult an expert who is not just trying to sell you what’s on sale.
Research from AAA finds that driving on relatively worn tires at highway speeds and on wet surfaces can increase stopping distances by nearly 90 feet. That’s more than the length of an eighteen-wheeler. Consider upgrading your tires if they currently measure 4/32″ or less.
Related: When should we replace our tires? The answer is sooner than we think.
#4: Creative Car Modifications Kick It Up A Notch!
For most drivers, adding practical accessories which increase safety, comfort, and efficiency is enough. However, for car owners looking to make more of a statement, it’s easy to enter the world of customization with creative add-ons. For instance, body kits are available for almost all makes and models, and can refresh a vehicle’s look easily. With many options to choose from, you can decide how outlandish you want to go with a body kit, from brightly-colored side panels to custom bumpers and spoilers.
Custom headlights are another option if you’re looking to make a statement. Depending on your make and model, you have many fun choices including LED bulbs, colored lighting, and light bars, which are popular with truck and Jeep owners looking to go off-road.
Performance tires can also be elevated to the next level of style with the addition of custom wheels. Decorative rims and floaters come in every color under the sun these days and are available for most vehicles. The possibilities are truly endless!
Decorative rims are available for most vehicles.
Car Modifications: Putting It All Together
With any custom accessory, it’s important to ensure you’re getting the right style/fit for your particular vehicle, especially when it comes to headlights and wheels. You don’t want to drop a large sum of money on flashy rims that don’t meet your car’s safety requirements. Most aftermarket retailers have experts on staff and knowledgeable customer service folks, so don’t be afraid to ask questions!
Related: Opting for the “Restomod” may present the best of both worlds.
The market for car modifications is still very much alive and full of possibilities. Depending on the type of upgrade you’re looking for, it is not necessary to empty your pockets to get increased performance, comfort or efficiency. The landscape of mods ranges from practical to the more visual and performance-based. And once you start exploring options, it’s easy to find affordable ways to make your vehicle stand out and last longer.
Richard Reina is the Product Training Director for CARiD.com. He enjoys restoring and driving old cars with a special love for anything Italian. Richard is also passionate about music and is a huge Beatles fan.

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Automoblog Book Garage: Robot, Take The Wheel

Automoblog Book Garage: Robot, Take The Wheel As autonomous technology continues to advance, will the art and enjoyment of driving be lost?
A new book from Jalopnik’s Jason Torchinsky examines the long-term impacts of self-driving cars.
Our Book Garage series showcases what every gearhead and enthusiast should have in their library.
You know Jason Torchinsky, right? Semi-professional goofball; automotive writer that came to prominence working at Jalopnik (the kid brother of the automotive press) that has a penchant for doing things like racing ice cream trucks and Goggomobiles, and stuffing big engines where they don’t belong. Yeah, him. That Jason Torchinsky. Well, Torch (as he’s affectionately known) wrote a new book called Robot, Take The Wheel and this is some very heavy stuff.
The Lost Art of Driving
Robot, Take The Wheel is an entertaining yet serious examination of what automation is and how it applies to our favorite pastime: driving. Subtitled “The road to autonomous cars and the lost art of driving,” Torchinsky’s book takes a surprisingly thorough look at, for lack of a better way to put it, how we got here. The book is part history lesson and part extrapolation of what we, the gearheads, now face, or will face in the days ahead.
In a way, it’s all caught up in the last half of the subtitle: “the lost art of driving.” We – you, me, all of us grease-stained, busted-knuckle gearheads out there – actually like driving. We enjoy it. We actually look forward to getting out on a good stretch of road, or even a mediocre stretch, and driving a car. What Torchinsky realizes, and what I realize, and what a growing number of you realize is how there are a fair number of people that don’t like driving. As a matter of fact, they positively dislike it.
Down With The Ship
I remember, not that long ago, seeing a press conference with some Google execs about their then-new autonomous car program. One of them, Brin or someone, I don’t recall who, said, “Seriously: Who actually enjoys driving a car?” He said this from a spot within 20 minutes of some of the best driving roads in the world. I knew if I could get this idiot into a real car and have him drive up the PCH or Sand Hill Road to La Honda or wherever, he would get the point. I hoped.
But I secretly knew he wouldn’t. He was serious. I knew, right then and there, we gearheads were sunk.
There are more people today that see cars as mere appliances, as devices that get us from Point A to Point B. And if that can be done with less user involvement, then that sounds okay to them. I never had to worry about those people, but now I do, because there’s a bunch of them with more money than Croesus; not to mention, how tech bros today have this unquenchable desire to fix something that isn’t broken.
This is the problem Torchinsky faces head-on and rather unblinkingly. He traces the early beginnings into what can loosely be called autonomous driving in parallel with the development of the automobile itself. Torch’s book is not a weighty tome, clocking in at 244 pages (including notes) and it moves right along. It’s nicely-equipped with illustrations and the occasional graph and such for visual aids.
Jalopnik Senior Editor and author of Robot, Take The Wheel, Jason Torchinsky. The book examines the landscape of autonomous driving and how self-driving cars will impact society. In addition to his work in automotive journalism, “Torch” is also producer of Jay Leno’s Garage.
Throw Us A Line
By the time he gets to the tenth and final chapter (accurately titled “Save The Gearheads“), Torch has laid out a lot. We know where we are, we know how we got here, and we have a pretty good idea what’s in store. Chapter 10 is an impassioned plea for our automate future to hopefully, please – we’re begging you – have an “off” switch. This is where Torch and I are in complete agreement. I have no real problem with driving aids, safety features, safety nannies, and even full-on autonomous driving, just so long as there’s a way to turn it off.
I don’t, and near as I can tell Torch is with me on this, have any problem with autonomous cars. Just don’t force us to buy them and use them. Imagine something like a Lotus Elise from 2035 that won’t let you turn off all the driving aids, safety features, and such. What’s the point of owning a Lotus? Torchinsky does, thankfully, suggest a way to have our cake and eat it too. He even throws in a few fun drawings to show car companies how it’s possible.
Related: One study finds Americans still love driving, despite onset of autonomous tech.
A Slight Digression
It might not seem obvious to people like the Google guys, but there are, indeed, those of us that enjoy – and I mean really enjoy – driving. The more basic and raw and exposed the better. Look, I’m not a total Luddite. As a matter of fact, I think I am more forward-leaning than Torchinsky is. He recently wrote about someone who took the semi-automatic gearbox out of their Ferrari F430 Scuderia and put in a manual. I can’t agree with him on that. I don’t feel manuals “make me more involved” with the car, especially a F430 Scuderia.
I’ve driven those, with the semi-automatic gear box, and ‘bang-bang-bang,’ they shift quicker than you can literally blink. I can tell you brother, I was plenty involved. However, my Miata has a manual five-speed (the best gear change you can get outside of a manual Ferrari, ironically) and I wouldn’t have it any other way.
This is what Torchinsky realizes, and more or less gets across in Robot, Take The Wheel. He realizes that for us gearheads, driving is a personal choice and an activity we enjoy. That simply getting to where we are going is, for us, very much beside the point 90 percent of the time. And sadly, that’s all tech bros and automation engineers see: The end result. “People want to just get to Point B, how can we get them there faster and more efficiently?” What if that’s not exactly what we want?
Last year, Hagerty began hosting a series of town hall discussions on the importance of driving. Autonomous vehicles and their impact on society was one of Hagerty’s first such discussions, with Wayne Carini of Chasing Classic Cars and former General Motors Vice Chairman Bob Lutz as panelists.
There Are No Wrong Notes
Robot, Take The Wheel reminds me of when I was at a tech conference dinner party in Seattle years ago. The party was a way for those well-connected enough to be shown some extra-special products, games, software, and such. I was walking by a laptop displayed next to some sort of kluged-together piano keyboard.
“Hey man, do you like music?” asked this smarmy-looking marketing guy.
“Yeah, I do, as a-”
“Then check this out,” he said, cutting me off and cranking up the keyboard. “Our new software can tell what you want to play, and play it for you, even if you hit the wrong key. No wrong notes!” he said triumphantly, hitting their marketing tagline.
“No wrong notes?” I asked.
“Yup!”
“Can you turn it off?”
“Oh sure, that switch th-”
Dissonance & Resolve
I hit the switch and mashed the flat of my hand onto the keys. The blare of dissonance brought the conversation to a halt. I changed the block of keys into a C Major triad, to an F major, to a G major, and then started running up the keyboard, stopping just sort of a resolution and playing “between the keys” as my old jazz band teacher would say.
I did that two more times: dissonance, resolve, dissonance, resolve. Looking right at the guy, I said again, “There are no wrong notes.” He looked confused and the other people on his team realized I pointed out a huge flaw in their machine.
I bet we would see that same look on an autonomous driving engineer’s face if Torch and I were to take him to The Indy 500 and say, “That’s driving, pal.”
Related: Please refrain from harassing the autonomous test vehicle. It has feelings too.
Better Strap In
Torchinsky gets it, because we get it. I hope somebody with money and pull and a voice in the decision-making process reads Robot, Take The Wheel. Reads it and takes it to heart. Or the future is going to be efficiently boring.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.

Robot, Take The Wheel by Jason Torchinsky
Hardcover: 248 pages
Publisher: Apollo Publishers (May 7, 2019)
Language: English
ISBN-10: 1948062267
ISBN-13: 978-1948062268
Product Dimensions: 6.2 x 0.8 x 9.2 inches
Shipping Weight: 15 ounces
Price at the time of this writing: $10.99 (Kindle) or $16.50 (Hardcover) on Amazon.
About The Author
Jason Torchinsky is the Senior Editor of Jalopnik, a cutting-edge news and opinion website about cars and technology. He has written for a wealth of other publications and is a producer of Jay Leno’s Garage, which he’s guest starred on. “Torch” is also the star of his own show, Jason Drives, which features him driving obscure cars for his millions of fans on social media. Torchinsky is also a stand-up comedian and an artist whose work has been exhibited around the world. He lives in Chapel Hill, North Carolina.

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2020 Chevy Silverado HD: Tough Workhorse Gets Tougher Still

2020 Chevy Silverado HD: Tough Workhorse Gets Tougher Still The 2020 Chevy Silverado HD receives a host of upgrades to increase performance.
Heading into retirement is the 6.0-liter gas engine. A more powerful gas V8 takes its place.
The Duramax power figures are unchanged but new cooling methods boost towing numbers.
From the engines and chassis, to all the towing tech: an in-depth look at the new Silverado HD.
Chevrolet has been teasing us with the new Silverado HD since last year. We knew it would look like a hulked-up Silverado 1500; we were expecting it to be, per Chevy’s promises, the strongest and most capable Silverado HD ever made. After debuting earlier this year, we felt an in-depth look on the inner makings of the 2020 Chevy Silverado HD was in order.
Turns out, our lucky stars were smiling upon us. We had the chance to chat with Bob Walczyk, Chevrolet Product Marketing Manager for light and heavy duty pickups.
If there’s one person who knows every nut and bolt in the new Silverado HD, it would be Bob Walczyk. “I’ve actually been working on this new generation truck since its inception,” he said. “I’ve been quite intimate to the vehicle all along the process here. It’s very exciting now to see this thing on the road.”
2020 Chevy Silverado HD: What’s New?
Let’s proceed to the most obvious part: the way it looks. No doubt, the new Silverado HD is bigger, longer, and taller than before.
In fact, the wheelbase is 5.2 inches longer than the outgoing model, with overall length increasing by a massive 10.4 inches. In order to establish the truck’s presence, the width is now 81.9 inches, which is 1.4 inches wider than before. The new Silverado HD is also 1.6 inches taller overall. “One thing we got from our research was how the truck needed to be bigger,” Walczyk said. “Customers wanted it to be bigger than the light duty; it needed to be heavy duty. If I’m buying a heavy duty truck it needs to look the part.”
Despite looking like the steroid-infused big brother of the Silverado 1500, the new HD shares precisely zero body panels with the 1500 – except for the roof. The tailgate and larger hood are aluminum to manage weight, but all the other body panels are steel. Chevrolet was even kind enough to make the outer door skins smooth for easier signage applications. This is handy for business owners who put their company name, logo, and phone number on the side of the truck.
The 2020 Chevy Silverado HD comes in five trim levels: Work Truck, Custom, LT, LTZ, and High Country. There are 22 cab, bed, and chassis configurations. Photo: Chevrolet.
Beefed-Up Underpinnings
Accompanying the increase in physical size are stronger and more durable underpinnings. The driveline in the 2020 Chevy Silverado HD is larger and more muscular than before. The bigger front and rear axles connect to a robust aluminum propeller shaft. “We use 6061 P6 aluminum for the prop shaft, which is fairly common in the industry,” Walczyk said. This new prop shaft is 30 percent larger in diameter for greater strength, something Walczyk says is important. “The new HD’s prop shaft is 3.5 millimeters thick, which is the thickest gauge we’ve ever used,” he continued.
The Silverado 2500 also receives a standard 11.5-inch ring gear while the 3500 gets an enormous 12-inch ring gear.
Since the 2020 Chevy Silverado HD is bigger than its predecessor, it’s sitting on a larger chassis as well. The frame better withstands the rudiments of heavy towing by utilizing what might seem like small modifications. “Actually, one of the big things we did in the frame area was integrating our fifth-wheel prep to the frame itself,” Walczyk explained. “In the past, it was done after the truck was assembled, so we literally pulled the box, then added the plate. Now it is integrated into the frame and we’ve got a much tighter connection there. That was a huge enabler for our customers who tow,” he added.
Chevrolet also made a change in the frame regarding corrosion protection. “We believe this will outlast most vehicle ownership cycles,” Walczyk said.
When properly equipped, the 2020 Chevy Silverado HD supports a GCWR of up to 43,500 lbs. Photo: Chevrolet.
Power To Move The World: 6.6-Liter V8
Perhaps the biggest and most important change to the 2020 Chevy Silverado HD is in the engine department. The standard motor is a larger, 6.6-liter V8 gasoline mill with direct-injection technology (GDI). The new tech allows it to churn out 401 horsepower (5200 rpm) and 464 lb-ft. of torque (4000 rpm). That’s 11 percent more horsepower and 22 percent more torque than the previous 6.0-liter unit. Chevrolet built the new motor with a cast-iron block and aluminum heads. You’ll also find a forged steel crankshaft and forged powder-metal connecting rods.
“The 6.0-liter is very reliable, but it’s also been out there for quite a while, so we have been itching to bring the gas engine up a little more in terms of modern technology,” Walczyk said. “One of the biggest things we did was going to a direct injection system. We are going to be the first to do that in the gas engines in the heavy-duty segment.”
The GDI system allows the motor to operate at a higher 10.8:1 compression ratio. It also features a longer 3.85 stroke (versus 3.62 in the 6.0). The hike in power and torque also means greater towing capabilities – 18 percent more versus the 6.0 gas. The new gasoline motor pairs with a GM 6L90 six-speed automatic with a Tow/Haul mode.
2020 Chevy Silverado HD. Photo: Chevrolet.
Power To Move The World: 6.6-liter Duramax Turbo-Diesel
However, if towing really heavy loads is a daily occurrence, you need the 6.6-liter Duramax Turbo-Diesel V8. The new Duramax produces 445 horsepower (2800 rpm) and a substantial 910 lb-ft. of torque (1600). The diesel mill connects to an Allison 10-speed automatic (10L1000) with new calibrations and a 3.42:1 axle ratio. When all is said and done, a properly-equipped Silverado HD tows up to 35,500 lbs., a 52 percent max towing increase versus the outgoing Silverado HD.
While the horsepower and torque numbers remain the same from 2017, Walczyk explains how the towing increase came about. “We haven’t really used all that power because the truck was chassis constrained and cooling constrained,” he said. “With the new architecture we opened things up; we increased airflow and oil cooling capacity.” Among the more significant changes is the 19-plate cooler versus a 15-plate cooler in the prior generation.
“And we increased the fan from 25.5 inches to 28 inches,” Walczyk added. “This fan just humongous when you see it.”
Since 2017, the hood’s upper air inlet includes an air and water separator just underneath. “We expanded that and improved on it for this new generation,” Walczyk said. “The engineering team really focused on ways to get the proper cooling so we could get the tow ratings we were looking for.” Photo: Chevrolet.
It’s All About Towing: More Tech Please
There’s a reason why buyers want a bigger, meaner, and more powerful Silverado HD. It has something to do with that thing called towing.
In addition to landing the highest possible numbers, designers spent equal time on the actual towing experience. “We did a lot of research,” Walczyk revealed. “Around 93 percent of our truck owners tow and about half tow over 8,000 lbs. regularly.” During those market research sessions, Walczyk said it was “loud and clear” that customers wanted easier towing by way of modern technology. “They were very interested in lights, cameras, and sensors,” he continued. “They wanted to see better and take advantage of those things all around the truck.”
The solution is the Advanced Trailering System, a first for the Chevy Silverado HD. The system offers up to 15 high-definition camera views, including surround vision, a bed camera, and a trick transparent trailer view camera. The latter allows you to see out the back as if the trailer wasn’t there in the first place! It uses two cameras: one tailgate-mounted camera and an available accessory camera for the rear of the trailer.
It’s All About Towing: Vantage Points
When pulling a trailer down the road, the camera system matches the turn signals; meaning when the left signal is on, the camera view is bias to the left, and vice versa for the right.
“Your view is going to be 80/20, 70/30 or 60/40 depending on how far you’re turning the steering wheel and in what direction,” Walczyk said. “It really zeros in on where that trailer is going. If you are pulling a 40-foot trailer, you’re going to see if you are getting near that curb or not.”
The corner steps in the rear bumper increase in size for 2020. Photo: Chevrolet.
Related: From 1918 to 2019: a walk through over 100 years of Chevy truck history.
Diesel After-Run Feature
Think of it as a “turbo timer,” the same thing found in tuned examples of the Mitsubishi Lancer Evolution and Subaru Impreza. The idea is to keep the engine running or idling after a demanding towing situation. The diesel after-run feature prevents the engine from shutting down for up to 15 minutes, giving the motor a chance to cool using the larger fan.
But what happens if you throw it in park and turn the engine off? The truck will simply restart after departing the cabin, turning itself off after reaching the appropriate temperature. So what you basically have is an immensely powerful diesel truck with a sports car feature.
Neat stuff, I say.
The 2020 Chevy Silverado HD is built at Flint Assembly in Flint, Michigan. Photo: Chevrolet.
Family Matters
For many, buying a truck is more than just purchasing a vehicle. It’s more than having the freedom to move about, or the ability to haul everything in a single load. Like most trucks, the 2020 Chevy Silverado HD will end up a member of the family. It’s the pal at work, or the friend who is with you no matter what. A survey last year from Chevy and Harris Poll found that 45 percent of truck owners plan on passing their pickup down to a child or loved one. Another 60 percent say they “cannot live” without their truck.
“People spend a lot of money on these trucks, so they want the vehicle to do everything for them. It’s something they use for their livelihood and to pull their toys on the weekend,” Walczyk said. “I’m driving one right now and it’s phenomenal; it’s been a joy to drive.”
Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine.
Photos & Source: Chevrolet.

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2020 Mazda MX-5 Miata RF Grand Touring Review: A True Driver’s Car

2020 Mazda MX-5 Miata RF Grand Touring Review: A True Driver’s Car 2020 Mazda MX-5 Miata RFIn Our Opinion: The Mazda MX-5 Miata is a real driver's car. While there are faster and more prestigious cars on the market, they will come with a higher price tag. The Miata, on the other hand, is a different breed. When you hit the road, the Miata will stand out from every other car. Styling-wise (especially the RF), very few sports cars can match it, and we would argue even fewer are more fun to drive. The Miata has been delighting drivers for three decades, and we see no sign of Mazda slowing down in that regard. Exterior Styling 94Interior Layout 84Driving Dynamics95Safety & Tech Features 80Everyday Functionality70ProsFun Affordable Retractable RoofConsCramped Cabin Limited Storage Space 85We had the 2020 Mazda MX-5 Miata RF Grand Touring this week, and it came at the right time. There is still plenty of summer left, and it’s the perfect time to drop the top and enjoy the wind in your hair and face. The Mazda Miata RF is versatile as both a daily commuter and as a fun weekend car. The power-folding hardtop makes it much more usable as we found out this week.

Mazda MX-5 Miata: What’s New For 2020?

The formerly optional Apple CarPlay and Android Auto, and i-Activsense package of driver safety features are now standard. Last year’s GT-S package (which adds a black roof for RF models) is now standard on manual-equipped Grand Touring cars.

Miata fans and collectors may want to try and get their hands on the 100th Anniversary model. Announced earlier this year by Mazda, this special edition is based on the 2020 Grand Touring.

Features & Options

Our 2020 Mazda MX-5 Miata RF Grand Touring came standard with LED headlights, daytime running lights, rain-sensing wipers, and heated leather seats. Connectivity and entertainment features included a nine-speaker Bose audio system, a seven-inch touchscreen, two USB ports, and Apple CarPlay and Android Auto. Safety features included lane departure warning, blind-spot monitor, and rear cross-traffic alert.

The Grand Touring trim with the manual transmission adds a shock tower brace, sport-tuned suspension with Bilstein shock absorbers, and ventilated front brakes.

The Grand Touring is the more luxurious trim level with 17-inch dark silver wheels, adaptive headlights, heated mirrors, auto-dimming rearview and driver-side mirrors, automatic climate control, and navigation.

2020 Mazda MX-5 Miata RF.What Does The 2020 Mazda MX-5 Miata Cost?

Total MSRP, including destination, for our 2020 Miata RF was $35,645. By contrast, the 2020 MX-5 Miata starts at $26,580 (soft top and manual transmission). The 2020 Miata RF starts at $33,045 (Club trim level and manual transmission).

Whether you go with the original soft top or the hardtop RF, the Miata has always been an excellent car for the modest price tag.

Interior Highlights: Simple & Straightforward

The Grand Touring cabin is tight but still livable as a daily driver for a small two-seat roadster. Mazda makes the most of the interior’s space and prioritizes driving for pleasure, not just transportation. There are not many controls or buttons, but they are easy to use and reach.

The cabin is quieter than an average convertible thanks to the RF’s power-folding hardtop instead of the standard Miata’s fabric top. Forward visibility is good in the small cabin, but the RF’s targa-like top somewhat impacts the view out the back window. The automatic top is quick to retract and deploy with the flip of a switch, however. The RF’s hardtop can open and close in just 13 seconds.

Two-seat roadsters are not exactly designed for comfort, but the Miata RF comes with a few extras to make life easier. Although it’s still summer, we would make use of the heated seats this fall. Our test Miata also came with rain-sensing wipers, a rear window defogger, and a Bose premium sound system.

2020 Mazda MX-5 Miata RF interior layout. Interior Highlights: Cramped at Times

If you are over six feet, you’ll have a tight fit, and there isn’t much head and legroom for taller drivers. Average size drivers will even be snug, but you’ll find an agreeable position thanks to the tilt/telescoping steering wheel.

There is not much storage space either, but you can tuck a few items away in the small center console. Mazda includes two convenient removable cupholders that can be stored away when not being used.

2020 Mazda MX-5 Miata RF Powertrain

The 2020 Mazda MX-5 Miata is powered by a 2.0-liter four-cylinder engine producing 181 horsepower and 151 lb-ft. of torque. It is a rear-drive configuration, which is what a sports car like this should have. The engine comes paired with either a six-speed manual or six-speed automatic.

Related: An in-depth look at Mazda’s factory warranty. Gas Mileage of The 2020 Mazda MX-5 Miata RF

The Miata RF has an EPA estimated fuel mileage of 26/34 city/highway and 29 combined with the manual transmission. By contrast, the automatic returns 26/35 city/highway and 29 combined.

The 2020 Mazda MX-5 Miata RF produces 181 horsepower and 151 lb-ft. of torque.How The 2020 Mazda MX-5 Miata RF Drives

Suppose you are going to buy a two-seat, rear-drive convertible sports car – or, more specifically, the 2020 Mazda MX-5 Miata RF. In that case, we recommend the six-speed manual gearbox. It ramps up the fun-to-drive meter and allows you to get the most from the small car. The only downside is driving in stop and go traffic if you also use it as a daily commuter.

The 181 horsepower engine doesn’t sound like much, but in this small, lightweight sports car, it has enough power to dial up the fun factor. This current generation of the Miata underwent a number of weight reduction measures, and it shows on the open road. In order to keep the Miata’s 50/50 weight balance, the engineers cut weight from the suspension, transmission, and air conditioning system. As for the RF specifically, it is lighter because of the aluminum hood and trunk lid.

This Grand Touring trim has a firmer ride because of its sport-tuned suspension with Bilstein dampers. However, we thought ride quality was still pretty good even over rough pavement and an occasional dirt road. Just be careful as larger potholes will send a shiver through the chassis.

The 2020 Mazda MX-5 Miata RF is a car you will always enjoy driving. Driving Dynamics: Let The Fun Begin!

The sport suspension is worth any discomfort when it comes to throwing the two-door coupe around tight corners, which we did in the mountains near Denver. It hugs the road fairly tight as we pushed the MX-5 hard around the twisties. The brakes are also a strong point and offer excellent stopping performance when you need them.

You’ll want the RF trim because it offers a quieter ride than the standard soft top. The power-folding hardtop makes the ride a little more enjoyable, especially at highway speeds. The RF also comes with a fixed buttress positioned behind each seat, giving it a distinct coupe or targa-like look instead of the Miata’s traditional roadster profile.

Conclusion: Always Fun

The 2020 Mazda MX-5 Miata RF is a car you can’t wait to drive! The advantage of the RF is the quieter cabin, but for the money, the Miata packs a lot of fun in a small compact sports car, no matter the top.

Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. All of his firsthand reviews are archived on our test drives page. Follow Denis on Twitter: @CarReviewGuy

Mazda MX-5 Miata Fun Facts Debut: 1989 Chicago Auto Show RF: Stands for “Retractable Fastback” 5,000: Number of Miatas Raced Globally April 2016: One Millionth Miata Produced Weight Savings Per Component Versus 2018 Driveshaft: 3 lbs. Suspension: 26 lbs. Front Rotors: 14 lbs. Transmission: 16 lbs. 2020 Mazda MX-5 Miata RF Gallery

Photos: Mazda North American Operations.
Original article: 2020 Mazda MX-5 Miata RF Grand Touring Review: A True Driver’s Car

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The Joy of Daily Driving: A Sensory Experience Like None Other

The Joy of Daily Driving: A Sensory Experience Like None Other

Weekday driving on public roads is a chore. Some do it for a living, others only because they must. I do it for these reasons too, however, I also enjoy it a great deal. Sure, traffic sucks and I have many statistics (I won’t bore you with those) that support the fact I live in the worst traffic state in the country. That aside, I still find the task of driving pleasurable, and not strictly because I am often paid to do it.
Man Marries Machine
Nearly every time I am behind the wheel, I am struck with that “wow” moment: where I reflect in-depth about the engineering marvel I am in control of. Musings of exactly what is stirring beneath the hood infiltrate my thoughts. Imagery of the biological and mechanical connection between the driver and machine flash through my consciousness. Imagine a microscopic camera filming the synapses in my motor cortex. The imagery follows the neuronal pathway resembling a flow of electrons, from the brain to the foot, as the abstract impulse becomes the physical movement of pressing the accelerator.
The depiction transitions from the body to the pedal, then courses through the throttle cable where the reverie enters the throttle body, and surges toward the air induction only to be violently sucked back through a wide-open inlet gate, bounding around the intake manifold, before plunging into the combustion chamber by the onslaught of incoming air. Here time slows as thousands of volts of electricity are generated by the ignition coil; the charge is released at precisely the right moment, pulsing the current down the spark plug wires, emerging as a fiery blue arc, igniting the swirling mixture of atomized fuel and air, coalescing in the rapidly compressing space between the cylinder head and piston.
As the explosion forces the piston back down the cylinder, the visualization transfers through the rod and into the spinning crankshaft. The vision expands to encompass the entire orchestra of apparatuses functioning in concert with each other. The head, block, and castings all appear translucent as to highlight the rapid pulses of electricity darting into the combustion chambers, exemplifying the explosive nature of the internal combustion occurring in absolute harmonic balance.
But that’s just me.
Photo: Benjamin Caschera for Automoblog.net.
Concrete Concert
I’m not convinced the folks surrounding me on the freeway with their heads down, eyes affixed on some strangely glowing contrivance (occasionally glancing up to the road) are pondering the goings-on that propel us at speeds humanly impossible until just a few decades ago. This fairly recent achievement allows me to take pleasure in driving even the most mundane vehicles. The key to finding joy in the drudgery of slogging it out in stop-and-go traffic, is knowing when and where to cue this magnificent symphony. For example, the immense network of intertwined arterial superhighways are connected to a vascular network of surface streets. The connecting ramps between the two are a great place to crank the volume of this symphonic machine at your command (within reason of course), especially for less performance oriented autos, because these can be operated nearer their limits.
Not only are joining roadways often wonderfully sweeping, snaking banked passages of asphalt, but the limit of speed is frequently very low at entry. This allows one to satiate their carnal automotive appetite, accelerating from a school zone pace to freeway velocity, while navigating long sweeping banked curves. To rightly enter traffic at a prudent gait in an under-powered instrument of transportation, and maintain momentum, means routing the correct lines through an apex is critical. I find tremendous satisfaction in linking multiple lines through connecting chicanes; it is equally gratifying nailing a late apex on a decreasing radius bend, or a dual apex sweeper. After all, it would be hazardous to sluggishly coast around an on-ramp and attempt to merge into a maniacally flowing sea of steel at a snail’s pace.
Photo: Benjamin Caschera for Automoblog.net.

Symphony of Exhaust
Similar practices can bring fulfillment with the added power of a few hundred horses mated to an equally proportionate number of torques. The challenge becomes keeping the beast tame enough for municipal roadways, especially around the twisty bits, with the added exuberance of putting the hammer down at the end. Additionally, the dreaded metering lights become a “sensible” 0 to 60 test, thus proving a spirited powerplant is not only a practical employment of utility, but a safety feature as well.
It is not uncommon for these high horse and heavily torqued automobiles to reward the operator with a titillating auditory experience. When a vehicle accelerates energetically, the intake is opened and the engine begins gulping air, and the orchestral network of air induction tubing really begins to sing. A properly tuned motor can be thoroughly pleasing, inciting a guttural, almost primal sense of amusement. This visceral thrill can be pronounced by certain environments as well, namely, a tunnel. When within the confines of the closely surrounded byway, it is customary to slow to speed within the limitations permissible by law, perhaps coupled with an enthusiastic shift into a lower gear. The quaffing intake song reverberates off the walls, as the expelling exhaust gasses serenade all those within the tunnel. The rumbling explosions of the harmonized cylinders dancing down the avenue rounds out the mechanical ballad. As the sonnet reverberates, it echoes deep into the soul.

Powertrain Buffet
Having great amounts of power at your disposal really allows the physical reactions of varying drivetrains to become evident as well. For instance, a mighty rear-wheel drive vehicle will react to the application of throttle input by creating torsion; the greater the torque (rotational force) the more this torsion will twist the frame and create downforce on the front wheels, willing the chariot through a corner when properly applied. Too vigorous of a throttle input will break the rear tires free, resulting in oversteer, whipping the rear end around. Although sometimes downright fun, excessive oversteer should really be reserved for the track or the skid pad.
Front-wheel drive can react similarly when exiting a corner; the correct amount of torsion can feel as though it pulls the car toward the exit. Again, too much can have dire effects to the tune of understeer, sending an auto sliding in a straight line when you wish it to turn with the road. This is, admittedly, not as much fun as oversteer but it can be used to the advantage of the driver in the appropriate place, although not on public roadways.
Correspondingly, all-wheel drive can have characteristics of both, depending on how and when power is sent to the wheels. The type of all-wheel drive system can play a major role in how the vehicle reacts too. Some are mostly front driven, while others have a rear bias. A good arrangement will be dynamic and or selectable to achieve the results desired by the pilot. As with many things, variety is the spice of (automotive) life, and having the luxury of experiencing different drivetrains is a flavor I fervently seek out.

Imagination & Creation
Not only are cars wonderfully complex machines, they are an integral part of life easily taken for granted. Yes, commuting is generally a mundane experience, and sitting in traffic is never fun, but the modern automobile is not simply an appliance, it is an achievement; and when a keen eye is kept out for the appropriate opportunity, daily driving can be an oh so joyous occasion.
So the next time you are jammed in gridlock, just look at it like waiting in line for a thrill ride. You may be trapped in the realm of utter boredom for hours on end, but eventually you will be rewarded.
Benjamin Caschera is a car nut in every sense of the word. His eclectic writings range from rants on traffic and wrenching on $500 cars, to adulation of the finest classic and/or latest hyper cars. Follow and heckle him on Twitter and Instagram: @TheBoringCarGuy

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2018 Chevy Tahoe Custom Promises Capability, Safety, Value

2018 Chevy Tahoe Custom Promises Capability, Safety, Value

Those eye-balling a 2018 Chevy Tahoe will have another option to choose from. The new Tahoe Custom edition is an extension of the current LS trim package and, according to Chevrolet, provides “uncompromised capability and value.” The 2018 Chevy Tahoe Custom includes 18-inch painted aluminum wheels, all-season tires, remote start, a chrome-accented grille, and a host of available safety features.
Market Direction
“The Tahoe Custom is a response to strong customer demand for Tahoe, as well as the full-size SUV segment moving upmarket,” explained Sandor Piszar, Chevrolet Trucks Marketing Director. “In the past five years, the average transaction price for the segment has climbed, fueled by customer appetite for features like heated and cooled seats, adaptive cruise control, and a heads-up display. This created an unmet need in the marketplace for customers who want the cargo and towing capability of a full-size SUV to go camping, boating or off-roading but don’t necessarily want all of the option content offered on a Tahoe Premier.”
Cargo Capacity & Tech Capability
Those needing to haul additional cargo may appreciate the interior layout: Tahoe Custom’s third-row seat is gone for more room (54 cubic feet) behind the second row. Those wanting juice for the journey will find five USB ports and five power outlets — including a 110-volt three-prong outlet — to support multiple devices. Other highlights include an 8-inch color touchscreen radio, Apple CarPlay and Android Auto compatibility, 4G LTE connectivity with Wi-Fi hotspot (includes three-month/3G data trial), and a rear-vision camera.
Photo: Chevrolet.
Safety & Security
The 2018 Chevy Tahoe Custom has an available Enhanced Driver Alert Package with Forward Collision Alert, Safety Alert Driver Seat, IntelliBeam headlamps, Lane Keep Assist, and Low Speed Forward Automatic Braking. Standard are front and side-impact air bags, head curtain side-impact air bags for all rows, and GM’s trademark front-center air bag. The latter deploys from the inboard side of the driver’s seat, positioning itself between the driver and front passenger. GM created this airbag specifically to protect drivers and front passengers in far-side impact crashes where the affected occupants are on the opposite, non-struck side of the vehicle.
Power & Performance
The 2018 Chevy Tahoe Custom is equipped with the evergreen 5.3L V8, producing 355 horsepower with an EPA highway rating of 23. Standard tow capacity is 6,600 lbs. with up to 8,600 lbs. when equipped with the Max Trailering package.
Pricing & Availability
Expect the 2018 Chevy Tahoe Custom to arrive in September with a starting MSRP of $44,995.

Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photo: Chevrolet.
Photos & Source: Chevrolet.

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The all-new sixth generation "F90" BMW M5 is here, 0-60 in 3.2 seconds, 600 horsepower, and all-wheel drive

The all-new sixth generation "F90" BMW M5 is here, 0-60 in 3.2 seconds, 600 horsepower, and all-wheel drive One of BMW’s most iconic cars enters a new generation with more oomph, making it the most powerful M5 yet.

What’s going on?
A new BMW M5 is here! And it’s faster and better than ever. As usual, it’s based off of the current generation BMW 5-Series, internally dubbed the G30. But unlike previous BMW M5s, this one is significantly different.
For the first time ever in the M5’s history, it comes standard with all-wheel drive, sadly rendering the rear-wheel-drive M5 a thing of the past. But it’s not like we didn’t see it coming, given that all-wheel drive proved to be popular by demand. Nonetheless, the new BMW M5 is completely new from the ground up.
What’s new with the next-gen BMW M5?
Because the new BMW M5 is, well, new, its pretty much that from the ground up. Besides the obvious, the biggest change to the M5 is its inclusion of all-wheel drive, a first for the company and the M5 itself. And it’s the only configuration available. To some, this seems like a blasphemous move since BMW always prided itself over the use of rear-wheel drive while its competitors shifted to all-wheel drive.
But all is not lost since according to BMW, it can completely disable its all-paw traction, enabling rear-wheel drive only, at the touch of a button. Another first for both BMW and the M5.
Despite the added complexity and equipment of the BMW M5, not to mention, growing slightly in size in every direction, the new BMW M5 manages to shave off a considerable amount of weight. Thanks to more extensive use of carbon fiber and carbon fiber reinforced plastic (CFRP), the new M5 manages to save almost a couple hundred pounds. BMW knew they had a weight problem with the last M5, so they clearly readdressed it this time around.

What about performance?
A BMW M5 isn’t an M5 without performance. That said, the new model comes with plenty of it. The newest car utilizes the same twin-turbocharged 4.4-liter V8, though it’s been retweaked to serve up 600 horsepower and 553 pound-feet of twist. That’s up to 40 horses and 53 torques more than the outgoing car.
This was accomplished thanks to improved internal lubrication, more effective cooling, a special compartmentalized oil pan, and increased turbo and fuel injection pressures. There’s also better breathing tools, particularly with the exhaust system that saves 11 pounds alone. It also features electronically controlled valves to alter the sounds it channels, according to the situation.
Another significant change to the M5 is the lack of a manual and it ditches the previous car’s M DCT dual-clutch automatic, in favor of a more traditional, torque converter-based eight-speed M Steptronic transmission with Drivelogic.
Nonetheless, the result is a 0-60 time of just 3.2 seconds, while a 0-124 mph sprint takes only 11.1 seconds.
That’s a lot of performance, but there’s more!
While the new BMW M5 prides itself for featuring all-wheel drive, the beauty of that all-wheel drive system is its ability to operate in two-wheel-drive mode at the change of some settings. The idea is that all-wheel drive is there for the inclement of weather or improved grip for track or performance driving. Then, if the driver prefers to hoon around and hang the ass out just for fun, the M5 can be put in rear-wheel-drive mode.
The new BMW M5 will launch with a limited-run First Edition variant, with only 400 being made, and only 50 coming to the US. The First Edition M5 comes with a special Frozen Dark Red Metallic exterior. It’s complemented by BMW Individual glossy Shadow Line trim for the door and window frames, and the front grille. Also included are standard 20-inch seven-double-spoke lightweight alloy wheels painted in black. Special treatments occur inside with BMW M5 First Edition commemorative badging, Piano Finish Black Trim, Smoke White leather, and red contrast stitching.
Pricing isn’t yet available, but such information should surface nearer to the M5’s launch date in Spring of 2018. And because it’s an M5, expect that price to be high…like, really high.
– By: Chris Chin
Source: BMW USA News
2018 BMW M5 Quick Specifications

2018 BMW M5 Photo Gallery

2018 BMW M5 First Edition Photo Gallery

The post The all-new sixth generation “F90” BMW M5 slides into view, 0-60 in 3.2 seconds, 600 horsepower, and all-wheel drive appeared first on egmCarTech.

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Letter From The UK: Being A Motor Man

Letter From The UK: Being A Motor Man It’s all about the rightness of things, do you see? This dilemma that people of the male persuasion have to deal with because all men believe they are in the right. If, and I know you’ll find this hard to grasp, they are wrong it is always on a silly technicality, and that basically their wrongness is actually based on a solid grounding of rightness.
If others can’t see that, well, that’s their problem isn’t it?
Men Make The Best Drivers
Take driving. We all believe we are good drivers and if others think we are not, then they’re wrong and they are obviously acolytes of that pious, self-righteous, anti-car lobby of witless dullards who wouldn’t know driving skill if it jumped up and bit them. This sort of challenge to man’s inherent driving superiority is like a red rag to a bull.
We’ll show them.
Here in the UK there exists another group of people – for the sake of argument we’ll call “women” – who insist on referring to we mature fellows as “boy racers.” This is missing the point. If you want to enrage a bull you wave a red flag at it and it all kicks off. It can be like that in marriages too although the flag is optional. Mostly it’s just bull.
Traditionally and historically, men have done the driving and women the criticizing; that’s the natural order of things. This is the point: Over the last few decades more and more of the distaff side have taken to the wheel and yet we, the blokes, are still the ones at fault.
It just isn’t fair. Or right.

Or Is It?
It’s a hard truth to swallow, but perhaps – only perhaps mark you – the “boy racer” tag has something to it. Car makers are at fault of course for making all those great vehicles over the decades. The rot really set in at the tail end of the 1950s here in Great Britain when the Mini first became available. Acne-afflicted adenoidal youths discovered the sheer chuck-ability of the tiny wheeled wonder and drove accordingly, and it sort of stuck with them.
We up-specified them, fitted sporting cylinder heads, a Cherry Bomb exhaust, doubled the number of carburetors, and the rest is history.
The “boy racers” of yesteryear have grown up now and purchased Porsches and powerful BMWs believing that road conditions have never changed and their own reflexes are as they always were, back in those blossoming years of lusting flush and not in any way dulled by age or infirmity. This is why, when someone adjacent on the road drives badly we become incensed and determined to prove we can do it better. The rules say we should turn the other cheek and report the miscreant to the authorities; but this is not the manly way.

The Reason Why
You see, the problem for chaps is that they routinely suffer from an illness called Machismo. Characteristics of this terrible disease include a feeling of dominance, fierceness, and bravado and really you should feel sorry for them when so afflicted, bless them. Not wrong, right; just misunderstood. It is a well known medical fact, for example, that driving fast cars actually does make men more virile and attractive so it’s no wonder there’s trouble.
So men will continue to labor under the misnomer of “boy racer” and this is likely to only be changed by something radical like death by old age. This is because it never leaves you. The great and legendary British motor-racing Knight Of The Realm, Sir Stirling Moss himself, is on record saying he got into motor racing because it was dangerous. It’s the buzz! It’s the charge! There’s nothing we can do about it.
The final word lies in a famous expression: “When I was a boy I drove as a boy. Now that I am a man I’ll drive how the heck I like.”
From memory this may not be exactly the correct quote, but I’m probably right.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite

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Stock Market Or Cars? Where To Invest? The Data Might Surprise You

Stock Market Or Cars? Where To Invest? The Data Might Surprise You Rarely, if ever, have cars been an “investment” in my life. For myself and countless other gearheads around the world, cars are not a way to make money, they are a perfectly efficient way to lose money. This is not to say classic cars cannot make money in the long run . . . just that 99.99999% of the time, they end up costing you bread, not earning it. If you’re going to invest, the stock market seems more likely.
Now, it seems, some people would beg to differ.
Cash For Classics
According to Kwik-Lift, manufacturers of high-strength steel home and repair shop maintenance lifts, “investing” money in certain cars is actually a good thing. Kwik-Lift says their data “proves” investing in a classic or soon-to-be classic car can offer a better return than putting money into the stock market.
Kwik-Lift bases this on five of the most expensive vehicles Barrett-Jackson sold in January. Kwik-Lift compared those sale values with what the same amount of cash would have gotten you compared with the return from the Standard & Poor’s (S&P) 500 Index. Kwik-Lift concluded that their study “verified that collector cars are indeed a solid investment.”
And it’s not just Kwik-Lift. I recently read that a German investment firm said more or less the same thing about “investing” in classic 911s. And yes, while the German’s article does jive with what Kwik-Lift is saying, it’s also worth noting that used 911 prices added another zero in the past few years, which should skew the Germans dataset a little, one would think.
What it also does is put “reasonable” 911s out of reach for average guys like me, which totally bums me out. But that’s another story.
Will the 2018 Porsche 911 GT2 RS be a classic one day? Is it worth buying now in the hopes it will increase in value in 50 years? Photo: Porsche Cars North America, Inc.
Critical Questions
I can hear my investment banker friends laughing all the way out here in the boonies. There’s a bunch of things here that would get you laughed out of an Econ 101 class at the local community college.
First off, they’re using numbers from Barrett-Jackson, an auction company. Auctions are obviously very volatile sales environments, so their sales values are always taken with a grain of salt. Two: “sold in January 2018.” A one month sample size? Three: “five of the most expensive vehicles Barrett-Jackson sold.” Five cars? And only the most expensive? Again, too small a sample and you’ve already pre-skewed it.
Four: “these results were calculated by using a dollar amount invested into Standard & Poor’s (S&P) 500 Index . . . and comparing it to the same dollar amount to purchase a vehicle.” What dollar amount? Compared to the S&P when? Over which time period? For how long?
Essentially, what Kwik-Lift did was take the cars in question, see what they sold for new from the dealer back in the day, see what B-J auctioned them for, and calculated the percentage gain over the years. Compare that directly against what Standard & Poor’s would have done over the same period of time, and abracadabra, a 1968 L88 Corvette is a “good investment.”
But here’s the thing: of course it looks like a better investment than the stock market in hindsight. In hindsight.
1968 Chevrolet Corvette Sport Coupe. Photo: GM Media Archive.
Money Talks
Back in 1950, Jackson Pollock painted Lavender Mist, an enormous abstract expressionist painting that hung in Peggy Guggenheim’s gallery for months with a price tag of $10,000. It finally sold, off the books, for around eight grand (if I’m remembering this right). And yeah, eight-large could have bought you a house back then, but still, do you know how much a Pollock of this caliber goes for today?
Hundreds of millions of dollars. Hundreds.
The point being, sure, you could have made a lot of money buying low back in the day and selling (very) high in the present day on something that is currently very desirable. But how do you know what you can buy today that will be seriously valued 50 years from now? You can’t, that’s the answer to that question.
Which is why serious investors, people who invest money for a living, people who own banks, for example, do not put their money in big block Corvettes, short wheelbase 911s or abstract paintings hanging in galleries in Manhattan. You know where they put their money? In banks. In the stock market. In the Standard & Poor’s 500. In real estate. That’s where you invest money, not in cars. You don’t make money with cars, you spend money on cars.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz

Cover Photo: 1970 Pontiac GTO by Darwin Holmstrom, from the book Pontiac GTO 50 Years also authored by Holmstrom.

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